Rotary engine.



No. 627,922. Patented June 27, I899.

M. A.. GREEN.

7 ROTARY ENGINE.

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No. 627,922. Patented June 27, I899. M. A. GREEN.

ROTARY ENGINE.

(Application filed Oct. 20, 1898.) (No Model.) 5 Sheets-Sheet 2.

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Patented June 27, I899. M. A. GREEN.

ROTARY ENGINE.

(Application filed Oct. 20, 1898) (No Model.)

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MARTIN A. GREEN, OF PHILADELPHIA, PENNSYLVANIA.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 627,92 dated June 27,1899.

Application filed October 20,1898. Serial No. 694,063. (No model.)

To all whom it may concern.-

Be it known that I, MARTIN A. GREEN, residing at Philadelphia, in thecounty of Philadelphia and State of Pennsylvania, have invented a newand Improved Rotary Engine, of which the following is a specification.

This invention, while relating generally to the class of rotary engines,more specifically is in the nature of a turbine engine capable of beingoperated by fluid or vapor force; and such invention primarily has'forits object to provide a stable but simple construction of engine of thecharacter noted, having the several parts arranged to effect a doublecompound action which will run better and more economically than apiston-engine without the loss of power, from dead-centers orreciprocating parts, and by reason of its non deadcenters orreciprocating parts can be readily adjusted to run at very high speeds,so balanced and freed of crank or other jerky motions as to require nospecial foundations or anchoring means.

This invention also comprehends a novel construction of engine includinga peculiar arrangement of rotary piston and fixed steam inlets andabutments, whereby the steam or necessary to give the desired power, and

whereby to compound the use of the same with water force to produce aproper economy in running.

Furthermore, the invention comprehends such correlation of detachableand adjustable parts which can be conveniently set the same as valves ofother engines, whereby to increase or diminish the openings of the leadsor inlet-ports and render the engine one of substantial practicability,receiving steam or water, using its force, cutting it off, and ex- Inits subordinate features this invention embodies certain details ofconstruction and peculiar combination of parts, as will be firstdescribed in detail and then be specifically pointed out in the appendedclaims, reference being had to the accompanying drawings, in which-Figure l is a side elevation of an engine constructed in accordance withmy invention, the same being equipped with a suitable governor mechanismfor regulating the supply to the inlet-port. Fig. 2 is an end elevationof the same. Fig. 3 is a vertical longitudinal section of my improvedengine, parts of the internal mechanism being shown in side elevation.Fig. 4 is a transverse section of the same, taken practically on theline 4 4 of Fig. 3, looking in the direction of the arrow. Fig. 5 is atransverse-section taken practically on the line 5 5 of Fig. 3, lookingin the direction of the arrow. Fig. 6 is a transverse section taken onthe line 6 6 of Fig. 3. Fig. 6 is an edge View of the valve 13*. (Shownin Fig. 6.)

In its practical construction my improvement comprises a cylindricalcasting or shell bored out true and having certain ports or openings,hereinafter specifically referred to, and also heads and bearing membersto receive the horizontally-disposed drive-shaft 1,

upon which is mounted a pair of concentric pistons or what I shallhereinafter term the turbine wheels 2 2, which are keyed to the shaftl,the collar 3 being part of the shaft at one end and forming anabutment or stop for the'wheel 2,which is held secured in its properposition by reason of the wheel 2, held clamped up tight against thewheels 2 by means of the split clamp-nut 4.

The wheels 2 2 have a conical shape and are held on the shaft with theirapices or reduced ends abutting their peripheral faces, traveling in thechamber 5, having corresponding shape, as clearly shown in Fig. 3, thepurpose of such double conical shape being to bring the direct oradmission impact of the'water or steam force toward the center of theturbine, consisting of the compound disk wheels 2 2; whereby toconcentrate such direct water or steam force as much as possiblecentrally of the engine to produce a more uniform and regular revolutionof the shaft through the medium of the sectional turbine wheel or pistonthan could possibly be obtained by disseminating the direct-impulsesteam or water force over the entire surface of said wheel.

The shell or casing 1 has an angular steamspace 6 surrounding theWheel-chamber 5, it having a feed-port or lead 7 at the top, a plugdripor outlet-port 8 at the bottom, and a series of ports 9 communicatingwith the chamber 5, said ports being equidistantly and radially arrangedand extended through the wheel 10 at an angle, whereby to deliver thesteam into the chamber 5 at a tangent, the

reason of which will presently appear.

The wheel-sections 2 2 have a series of equidistantly-arranged pockets11 in their peripheral faces disposed near their abutment or inner ends,which pockets extend outward parallel with the longitudinal axis of thedrive-shaft and terminate in shallow external annular channels 11,gradually decreasing in width and depth from their entrant to their exitend, such channels extending to the extreme outer end of thewheel-sections, their extremities passing under fluid packing-rings 12,which form a part of the wheel-sections 2 2, as best shown in Fig. 3.

By referring now more particularly to Fig. 4 it will be observed thepockets ll and channels 11 have a triangular shape in cross-section andalso have their short or straight walls 11 opposing the tangential lineor feed of the ports 9, whereby such walls 11 form abutments to receivethe full force of the direct steam impact as it passes through the ports9 in the pockets 11 and also the full expansive force of the steam as itpasses from the pockets 11 into the channels 11 it being obvious that bygraduallyincreasing the area of the said channels 11 from their entrantto their exit ends a maximum power of the expansive steam force isobtainable.

In the practical construction of my engine the pockets 11 and the ports9 are so arranged that when the wheel-sections 2 2 have moved a certaindistance the live steam is intermittently cut off, which permits thesteam or fluid volume within the pockets 11 to exhaust through thechannels 11 which expand against the wheel of the chamber 5 andmaterially assist in obtaining a rotary action of the wheel-sections 2 2and the drive-shaft, and to obtain a maximum power and speed the twosections 2 2 are mounted on a shaft to operate alternately-i. 6., theirpockets and channels have a staggered relation -so that as one wheel isreceiving a direct steam impulse force in its pockets 11 the othersection is being carried forward under an expansive steam force in itschannel ll, such compound rotary action on the shaft greatlyaccelerating its speed and positively avoiding any jerky or irregularrotation so common in rotary engines having cut-off pistons, dropvalves,or other pivotal or reciprocating parts.

So far as described it will be observed that the live steam entering theinlet passes through the ports 9 against the wheel-pockets ll and forcethe turbine wheel and the shaft in the direction indicated by thearrowin Fig. 4, the wheel acting intermittently on each wheel-section;yet owing to the peculiar arrangement of the two sections 2 2 the shaftwill at all times be receiving a direct livesteam impulse as well as acompound direct and exhaust steam force.

The steam or water volume which exhausts through the channels ll escapesfrom the same by abutment-valves B B in the nature of annular rimsfixedly secured to the shell or casting 1, as clearly shown in Fig. 3,by

reference to which it will also be seen the wheel-sections 2 2 haveannular bearing portions 2, which travel on the internal faces of thevalve-rims B B which faces have fluid packing groovesblfi,asshown.Thefixedlyheld valves B B have a series of radiallyarranged pockets 16,which alternate with the series of exhaust-ports 16*, which extendangularly in the direction opposite to that of the channels 11 and alsoare of grad ually-decreasing nature from their entrant to their exitend.

It should be stated that the correlation of the pockets 16 in the valvesB B and the steam-ports 9 is such that as the ports 9 are cut off andthe steam in pockets 11 is exhausting its expansive force in itschannels 11 such channels 11 will be movingin line with the pockets l6,discharge in a direct manner against the abutment-walls of the saidpockets l6, and effect a second impetus to the wheel-sections 2 2 bydirect steam force and then move in line with the exhausts 16 to permitthe steam within the channels 11 to pass out of same, it being manifestthat after the channels 11 pass the pockets 16 the fluid containedtherein forms a packing between the wheel-heads and the rims B B Theopening distance between each pair of pockets l1 and each pair ofexhausts 16 is such that the steam within the channels 11 will dischargeinto the said pockets 16 and then into the exhaust-ports during thepassing of one pocket ll from one inlet9 to another-inlet 9, and thespaces between the pockets ll and the ports lb are such that while thepockets 11 are receiving live steam the ends of the channel 11,

forming parts of the said pockets ll, will be passing over the spacesbetween the pockets l6 and exhaust-ports l6, and in consequence will beheld closed. Thus it will be seen by the construction so fardescribedthe drive-shaftin operation underone charge oflive steam in the pockets11 receives a direct maximum force of live steam, a continued movementby the expansive force of such charge within the channels 11, a seconddirect force by reason of the impact of the steam in the channels 11*against the pockets 16, thereby providing, as it were, a triple force ofthe said steam charge, which force is, however, in this construction ofengine further augmented by a second reuse of the exhaustive force ofthe steam charge as it passes through the valves B B which is effectedas follows: The steam charges as they pass into the exhaust-ports 16escape into a series of radial ports 13 and in annular rims 0' G whichare attached to and form part of the wheel-sections 2 2, such ports 13being so arranged that after the wheels 2 2 and the rims C C forming apart thereof, have traveled a certain distance steam is cut off from theports 16* in the valves 3 B and the charge is then exhausted into theports 13, having angular veins or channels 14, which channels extend outat a different angle to the ports 13 and have their gradually-decreasing exhaust-faces exhaust against the second setoffixedly-held valve-rims D D which are provided with pockets (1 andexhausts d arranged similar to the pockets and exhausts in the valves BB thereby obtaining, as it were, a third impulse or force of the steamcharge as the same exhausts through the veins or channels 14 and engagesthe valves D D with a direct force by reason of discharging into theabutmentpockets d, after which the said steam charge or charges escapethrough the ports d into collecting-chambers, presently again referredto. Thus the complete operation of a single charge of live steam intothe collecting-pocket 11 has a compound triple action. First, at directimpulse on pocket 11 it exerts its maximum force to drive thewheelsection forward; second, by its expansive force within the channel11 it continues the forward rotary movement of the wheel and, as thesteam passes under the packing-rings 12, discharges against the pockets16 and the valves B E the same creating a reactionary impact or seconddirect force to carry the wheel forward in a regular and even manner,such operation being also acquired for the reason that there are thesame number of angular ports in the valve-rims B B as there are channelsand pockets in the wheel-section. Thus bythe time the wheel-sectionshave cut off the steam carried from the ports 9 the ends of the channels11 will have traveled to the ports 16 and exhausts therein, the samedriving action of the steam charge taking place in the wheel-sections GC by reason of the steam contact with the pockets cl in the valve-rims DD from whence the same escapes into the chambers 20 20.

By the arrangement and construction of the several parts, as describedand shown, a triple compound direct impulse of force is obtained, whichforce is obtained from each charge of live steam, and which force Iclaim will run an engine with greater economy than could be effected bythe use of valve-equipped disks. The same can be applied at a much lesscost than the ordinary piston orswiriging-valve engine, is void ofdead-centers and reciprocating parts, and can be run at an unlimitedspeed, the motion being so regular as to require no special foundationto take up jars, the wheel-sections being thoroughly balanced on theshaft, and, furthermore, the concentration of the initial or maximimforce being at a point centrally of the engine torsional or twist strainon the shaft orits bearings is practically entirely eliminated.

To still further increase the force of each charge against thewheel-sections 2 2, a few grooves or veins 25 are cut in the outercasting or wall 10 in opposite direction to the angle of the channels 1l in the saidwheel-sections,said grooves extending from the center ofthe casting to within about one-half inch of the packing-rings 12, thepurpose of such groovesjbe ing to catch the steam and add frictionagainst the wall or casting 11 as the steam passes down or around thechannels 11. To produce a greater pressure on the lower side of saidwheel, a greater number of the grooves 25 are placed at the bottomth'anat the top, so as to carry up the weight of the wheels by the pressureof the steam and reducing the .friction and wear on the bottom of thechannels of the shaft.

It is obvious there can be as many series of the wheel-sections 2.2placed on one shaft of the same casing as may be found necessary to givethe required power and to compound the steam or vapor sufficiently oftento give the proper economy.

In the complete arrangement of my engine one lubricating attachment tothe main steam or inlet pipe will serve to lubricate the entire engine,including the bearings.

It'will be noticed the main heads have angle-pieces 21, which centerabove the main bearing on either side and form a water and oil pocket tocatch the surplus oiland water that comes from the steam, which thenpasses down through the channel 22, thoroughly lubricates the bearingand the ring 23, and catches the surplus oil and throws it off into thereservoir 24, from which it can be drawn through the drop-pipe 25*.

- By angling the peripheral faces of the two wheel-sections in thedifferent directions, as stated, the end thrust that would naturallyexist were only one wheel used is reduced to a minimum.

By the use of two wheels and'holding them together on the shaft by meansof a split nut 4 the thrust outward that now exists on the wheels isabsorbed on the shaft, simply forming a slight tensile strain.

The wheels 0 C as above stated, are separated from .the sections 2 2 butare made fast to travel therewith by means of clampbolts 26 and dowels27, as clearly shown in Fig. 3.

By making the members 0 C detachable the same can be readily adjusted tomatch the parts in the valves B B The valve-rings D D are alsoadjustably'held within the casing by suitable dowels 28 and clamp-bolts29.

, is of a horizontal type and driven from a suitable V-pulley on thefly-wheel, as shown in Fig. 1.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is

1. An engine of the character described; comprising a suitable shell orcasing having an internal chamber provided withtangentially-dischargingfeed-ports; a turbine piston rotatable in theinternal chamber, having a series of peripheral pockets, saidpocketsterminating in lateral escape-grooves; a valve fixedly held in the endof the internal chamber, having exhausts and alsohaving portions thereofadapted to receive the direct impact force of the exhaust from thepiston escape-grooves before the exhausts from the said pistoncommunicate with the exhausts in the valve, whereby the said piston willreceive a supplemental forward thrust independent of the live-steampressure entering against the piston, as set forth.

2. A turbine engine having a piston consisting of two Wheel-sectionsfixedly held on the shaft; radially-disposed alternate impactpockets andexhausts in the end walls of the piston-chamber, said wheel-sectionshaving impact-pockets terminating in eifiuent grooves, having their endsmovable over the exhausts and pockets in the chamber end walls; andfeed-ports in the wall of the piston-chamber discharging against theimpactpockets of the piston-wall section,as specified.

3. A turbine engine having a piston fixedly held on the shaft; anannular ring or abutment having radially-alternate impact-pockets, saidpiston projecting through such ring and having an abutment movabletherewith, provided with ports traversing the exhausts of the ringabutments; a second fixedly-held abutment having impact-pockets andexhausts arranged to be traversed by the discharge end of the ports inthe movable abutment, the said piston-wheel having impact-pocketsterminating in effluent grooves having their ends movable over theexhausts and pockets of the fixed ring or abutment, and feed-ports inthe wall of the piston-chamber discharging against the impact-pockets ofthe piston-wheel as specified.

4. A turbine engine having a piston form ed of two conical sectionsfixedly held on the shaft with their apices in close contact; a

piston-chamber having a like contour, saidchamberhavingradially-disposedalternatelyarranged exhaust andimpact-pockets in the end walls thereof; the piston-wall section havingperipheral impact-pockets in their inner ends terminating in lateraleffluent grooves, the ends of which traverse the alternately-arrangedimpact-pockets and exhausts in the piston-chamber; and feed-portsdischarging tangentially on the piston-wheels against theirimpact-pockets, as set forth.

5. In a turbine engine, comprising a turbine piston-wheel fixedlymounted on a shaft, said wheel having a central portion provided withperipheral impact-pockets terminating in lateral effluent grooves;fixedly-held abutments at each end of the central portion of the wheel,having alternately-disposed impact-pockets and exhausts, over which theends of the effluent grooves pass as the wheel is rotated; anabutment-valve adjustably secured on each end of the central portion ofthe piston-wheel, having escape-ports; a second set of fixedly-heldabutments having alternate impact-pockets and exhausts over which thedischarge ends of the ports in the adjustable abutment-valve pass; andtangentiallyarranged steam-inlets discharging against the impact-pocketsof the central portion of the piston-Wheel, all being arrangedsubstantially as shown and for the purposes described.

6. In a turbine engine of the character described; the combination withthe turbine wheel having impact pockets and effiuent grooves; thefeed-ports discharging against the impactpockets of the wheel and thefixedlyheld abutmentringsadjustably mounted on the ends of thepiston-wheel having ports adapted to communicate with the ports in thering-held abutments, substantially as shown and for the purposesdescribed.

7. In a turbine engine of the character described, the combination ofthe piston-chamher having its end walls provided with alternateimpact-pockets and escapeports and having the annular wall of thepiston-chamber provided with the tangentially-arranged inlet-ports; of apiston consisting of two turbine-wheel sections having each aperipherally-arranged series of im pact-pockets at their inner ends, thetwo series of impact-pockets being staggeredly arranged, whereby to bemoved alternately in line with the feed-ports, said pockets havinglateral angularly-efl'luent grooves adapted to discharge against thealternatelydisposed impact-pockets and exhausts of the end-wallabutment, substantially as shown and described.

8. The combination with the casing, the shaft and the fixedly-heldabutment-rings, said abutment-rings having alternately-arrangedimpact-pockets and exhausts; and a second set of fixedly or detachablyheld abutment-rin gs having impact-pockets and exhausts of a turbinepiston having at the center a double set of peripherally-arrangedimpact-pockets terminating in laterally-extending effluent grooves, thedischarge ends of which traverse the impactpockets, said.

Wheel-section having bearing portions engaging the said inner abutment;the valve or abutment-ring adj ustably and detachably fitted on theouter end; of each piston-wheel section having escape-ports adapted tocommunicate with the exhaustports in the inner and outer sets offixedly-held abutment-rings and tangentiallyarranged feedportsdischarging into the impact-pockets of the piston-wheel section, asspecified.

9. The combination in a rotary engine of the character described with ashell or casing; the drive-shaft and the end abutment havingimpact-pockets and exhausts; of a piston-wheel having peripheralimpact-pockets terminating in lateral effluent grooves dischargingagainst the end abutment in line with their impact-pockets and exhausts;inlet-ports discharging against the pockets of the pistonwheel, saidpiston-wheel pockets and inletports being arranged to concentrate theforce of the propelling means centrally of the engine, as and for thepurposes described.

10. In a rotary engine of the character described; the combination withthe casing and the drive-shaft, said casing having a series ofannularly-arranged steam packingrooves, a greater number of suchpacking-grooves being arranged on the lower face of the casing than onthe upper face; of a piston having peripheral impact-pockets near thecenter thereof, said pockets terminating in laterallyextending angulareffiuent grooves; end abutments having exhaust-ports and inlet-portsdischarging against the impact-pockets of the wheel, substantially asshown and described.

11. In an engine of the character described; the combination of thecasing and the driveshaft, the end abutment having exhausts, said casinghaving an internal piston-chamber having packing-ring depressions at theextreme ends, the annular wall of such chamber being tangentiallyarranged in the ports of the piston-wheel havinga series of peripheralimpact-pockets terminating in laterallyextending effluent grooves; andpacking-rings fitting over the outer ends of the piston and travelingwithin the packing depressions in the ends of the piston-chamber andagainst the end abutment as shown and described.

12. The combination of the casing having suitable end bearings; ashaft'havingafixed collar abutting the bearings at one end; a piston formed oftwo sections fixedly held on the shaft; a split nut for holding the twosections securely in position on the shaft with one section abutting thefixed collar on the shaft, said pistons having impact-pockets andterminatin g in laterally-extending escape-grooves traversing theabutment-exhausts and the inlets arranged to discharge against theimpactpockets of the piston, said casing having means for collecting anddischarging the condensations substantially as shown and for thepurposes described.

- MARTIN A. GREEN.

Witnesses: I

MARIAN G. WHITNEY, ROBERT W. KILPATRICK.

